Hose-bridge for railroad-tracks.



APPLICATION FILED FEB- 20. 919.

Patented May 6, 1919.

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BEIGE.

JOHN cnnnson, an, or ronrnen'n, MAINE.

HOSE-BRIDGE FOR RAILROAD-TRACKS.

Specification of Letters Patent.

Patented May 6, 1919;

Application filed February 20, 1919. Serial No. 278,203.

To all whom it may concern:

Be it known that LJor-rn GARLSON, J r., a citizen of the United States, residing at Portland, in the county of Cumberland and State of Maine, have invented certain new and useful Improvements in Hose-Bridges for Railroad-Tracks, of which the following is a specification.

My invention relates to a so-called hose bridge for use on steam and electric railways for the purpose of allowing cars to pass over fire hose without injury to the hose or ob struction to the car. his a well known fact, in case of a fire where it is necessary for the fire hose to cross a railroad or street car track, that the traific is frequently held back for an indefinite period.

The object of my invention is to construct such a hose bridge so that it may be rapidly put together and taken apart and so that it may be constructed to be carried and handled in the most efiicient manner. 1

According to my invention, I construe apart of the sloping ends so that they will register exactly with the rails on which they rest.

My invention may best be understood by reference to the accompanying drawing in which,

Figure 1 is a plan of the bridge in position with one of the ends partially cut away,

Fig. 2 is a side elevation of the same,

Fig. 3 is a cross section taken on the line 11 of Fig. 1 and,

Fig. 4 is a section taken on the line 2-2 of Fig. 1.

Referring to the drawing, 4- re resents the two central sections of the bri go, one resting on each rail 9 of the track.

Each of the central sections 4 is provided with a series of hose openings 5 through which the various lines of hose pass in extending across the track. In the present instance I have shown six openings so that the bridge will protect six lines of hose.

The bridge is provided with inclined end sections 6 which are continuous with the central sections and constitute the inclined ways up which the car wheels pass in riding over the lines of hose. These sloping ends are made relatively long so that the car in passing upward will not be obliged to take an unusual grade. In practice, I prefer to make thecenter sections four feet and the end sections ten feet. in length, thus making an easily surmountable obstruction for the car.

Means, are provided for locking the end sections to the center sections and the two halveszof the bridge together so that the whole .will constitute asingle frame capable of sustainingthe shock and weight of a car. As here shown, the abuttingjoints where the center sectlons connect with the end sections are tongued and grooved to prevent together, willforin one of the elements of adovetailed joint. The socket which completes this joint is formed on the cross ties 8 and slips down over the projection 7 holding the two parts firmly together.

At the same time, the cross ties 8 hold the ends to the center, they hold the two halves of the bridge together as they rest on the two opposite rails 9.

The cross ties 8 are preferably made so that they drop down below the flanges of the wheel as the latter passes over.

In order to hold the bridge laterally so that it will rest firmly on the two rails when the cars pass over, I form on the inner edge of each of the inclined ends lips or flanges 10 which fit down inside of the rail and hold the bridge as a whole in position laterally.

It is necessary to make use of additional tie rods aside from the main tie rods 8, to steady and accurately locate the extreme ends of the inclined end sections. These flat tapering points should rest fairly on the rail and should register accurately with the op posite rails which are sometimes spread apart as much as one inch.

To elfect this adjustment I make use of a tie rod 11 at each end of the bridge well down near the point. This tie rod as here shown is a simple round rod with the ends turned down to engage a series of holes 12 formed in a plate 13 which extends out from the inner edge of the end section.

Several holes are formed in the plate 13 and they are slightly different distances from the end section so that by hooking the rod into diiferent holes the points of the bridge may be exactly spaced laterally and will rest accurately on the rails.

The socket on the cross ties 8 and the dovetailing projections on the other parts are made to slightly taper vertically so that as the cross ties are pressed downward, the end and center sections are drawn firmly together.

The ten pieces of the bridge may be easily and quickly put in place in case of a fire and will constitute 'a firm and rigid frame over which the car may easily ride.

In case more lines of hose are to be accommodated than are provided for by asingle central section, others may be used, as many as required, the oints being secured together in the same manner as the joints between the center and end sections herein shown. In this manner, the bridge is capable of being indefinitely expanded to accommodate any number of lines of hose.

I claim:

1. In a hose bridge for'railroad tracks, the combination of a pair of central sections having hose openings, tapering end sections extending from the ends of the central sections, each end sectionand the central sections having at their (connecting ends a half locking dovetailed projection and cross ties each having a socket at each end for fitting over adjacent projections for uniting the two halves of the bridge.

2. In a hose bridge for railroad tracks, the combination of a pair of central sections having hose openings, tapering end sections extending from each of the ends of the central section and cross ties for locking the tapering sections to the central sections and connecting the two halves of the bridge.

3. In a hose bridge for railroad tracks, the combination of a pair of central sections provided with hose openings, tapering end sections extending from each of the ends of the central section, cross ties for connecting the two halves of the bridge and locking the end sections to the central sections, the inner edge of each tapering section having a horizontally disposed plate provided with a series of holes of varying distances from said tapering section and cross ties having ends which engage said holes for steadying the points of the tapering sections and varying their distances apart.

In testimony whereof I aflix my signature.

JOHN OARLSON, JR.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents.

Washington, D. 0. 

